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(No Model.) 6 Sheets-Sheet 1. J. BUGKETTl GALORIG ENGINE.

No. 279,326. Patented. June 12,1883.

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(M me J. BUG-KBTT.

CALORI ENGINE.

No. 279,326. Patented June 12,1883.

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J. BUCKETT.

GALORIG ENGINE.

(No Model.)

No. 279,326. Patented June 12,1883.

m Uff s S5 s (No Model.) 6 Sheets-Sheet,- 4. J. BUGKETT.-

GALORIG ENGINE.

. Patented June 12, 1883.

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N. PETERS, Plwm-Limngnpher. washington D. C.

(No Model.) 6 sneeuw-sheet 5. J. BCKETT.

OALORIG ENGINE.

No. 279,326. Patented June 12,1883'.

M m 2 2 a f WW (No Model.) 6 Sheets-Sheet 6. J. BUGKBTT.

GALORI'G ENGINE.

Patented June 12, 1883.

N. PETERS. Phmfrmhngnpher. wmmgmn. D. C.

VIO

l UNITED STATES PATENT OFFICE.

JOHN BUOKETT, or soUTHwARK, COUNTY OE sUEREY, ENGLAND.

CALORIC-ENGINE.

SPECIFICATION forming part of Letters Patent No. 279,326, dated June 12,1883.

Application filed July 19, 1882. (No model.)

in France September 1, 1882, No. 150,901; in Belgium September 4,1882,4No. 58.934;

XXIX, 122, :1nd in Spain February 3, 1883, No. 3.581.

To .all whom it may concern:

Beit known that I, JOHN BUoKETr, a sub- `iect of the Queen of GreatBritain and Ireland, residing at Southwark, in the county of Y Surrey,Kingdom of Great Britain and Ireland, have invented new and usefulImprovements in Calorie-Engines, of which the following is aspecification. l

My invention has reference to caloric-engines ofthe kind wherein the airwhich is delivered by the air-pump is divided into two streams beforeentering the retort.' One stream is delivered to an annular spacebetween the firebrick lining of the retort and the outer casing, whenceit descends beneath the grate-bars and passes' through the fire. Duringthis passage its oxygen enters into combination with the fuel andeffects combustion, forming carbonio acid, which, in passing through theupper stratum of the fuel, takes up carbon and becomes converted intocarbonio oxide, sothat the space above the re constitutes acombustion-chamber containing earbonic oxide and nitrogen. The otherstream is delivered into the coinlmstion-chamber, where it meets withthe carbonic oxide and nitrogen, and instantaneous combustion ofthelatter results. An intense heat and great pressure are thus produced,which ypressure is subsequently used to operate the working-piston ot'the engine, to and from which it is alternately admitted and cut ot'f atthe proper times by a valve or valves.

In such engines as heretofore constructed, when the hot air, on its wayfrom the retort to the working-cylinder, is suddenly stopped by theclosing ofthe valve, there results an accession of heat, the action ofwhich upon. the valve is such as to necessitate the working of theengine at a comparatively slow speed.

To obviate'this, I form around and about the valve and its seating aspace or chamber, into and through which atmospheric air is caused topass on its way lfrom the pump to the retort, so as to take up andutilize a portion of the heat above referred to and prevent excessiveheatingof the valve. The air chamber or space su rrounding the valve andits seating forms practically an intermediate part of the air-feedingpipe or conduit, so that at each stroke oi' the engine the pump deliversa stream ot cold air into it for the purpose mentioned.

Patented in England `May 2, 1882, No. 2,075;`in Canada. August 14, 1882,No. 15,313;

in Italy september 3o, 1882, XvI,14,5s6,

To enable admission of hot air from the retort to the working-cylinderto be automatically regulated and cut oit by the action of a governor, Iapply to the valve-motion a sliding or moving piece arranged to beadjusted by the governor in accordance with the speed of the engine.According to the position of the sliding or moving piece, the valve isclosed at an earlier or alater point of the stroke. In connection withthesaid sliding piece I provide means for regulating the cutting off ofthe supply of heated air to the working-cylinder, so that this maybeeffected at the desired -point in the stroke ofthe piston.

To effect stopping and reversing of the engine, I provide cams or-tappets so arranged as to engage with sliding or pivotcd bars connectedto the inlet and outlet valves ofthe engine. Each cam or tappet is madedouble, and is so arranged thatone ot' its parts is set to correspond tothe forward motion of the engine and one to the backward motion; Thesetwo parts can never engage with the rod connected to the correspondingvalve at the same time, although they may both be clear of it. By movingthe cam or tappct in one direction the forward-motion part comes intoaction, while by moving it in the cgther direction the backward-1notionpart is put into action. In the intermediate position the engine is atrest. To obviate or lessen the noise occurring on the' closing ofthevalves, I provide a cylinder wherein elastic lluid-such as airisconipressed just as the valve is closing. This cylinder is furnishedwith 'a plunger connected with the valve-motion in such a manner thatwhen the valve is about to close the fluid in the said cylinder offersthe necessary resistance j ust before the actual closing ofthe valve,thus preventing the valve from 'foreibl y strikingV its seating.

To obviatc liability ot' hot gases escaping from the retort into-thefuel-chamber, itthe fu el -feeding valve should be impertectly closed,owing to its not being brought truly to its seat, I form the said valveof a combined conical and partial]y-sphericahform, such that while theupper part will afford facilities for distributing the fuel upon theiire and preventing the accumulation of dust or pieces of fuel IOOlikely to interfere with its closing, the lower or spherical part,fitting closely against its seating, will prevent escape of hotgases,notwithstanding that the valve-axis mayV not be truly coincident withthe axis of the seating. When the engine exceeds its normal speed thegovernor operatesl the valveconnections, so that the heated air shall becut off from the working-cylinder at an earlier. point of the pistonsstroke.-

To operate the valve-connections, I provide levers or bars so arrangedthat the governor, as it is influenced by change lof speed, will raiseor draw a sliding piece more or less away from the cam used foroperating the valve, by which means thev inlet-valve is made to closesooner or later, and so admit the heated air to the cylinder for ashorter or longer time, according to the power required.

When theV engine is being stopped it is advantageous that a reserve ofpressure should be accumulated, as the gases in the retort lose part oftheir heat when the fire is not urged by the pump, and restarting is amatter of difficulty. To this end I arrange the stopping device in suchwise that when operated it closes communication between the retort andthe working-cylinder, but allows the air-pump to keep in action so longas the momentum left in the engine is sufficient to overcome thepressure required to force the air into the retort.

Zhen my improved engine is applied to work which is unequal-such aspropelling tram or traction engines, driving powercranes,windin gapparatus, and the like-I provide an additional air receiver or vessel,which is charged with compressed air, either by the action of theengine-pump or by an additional pump provided for that purpose. Thus,when the engine is not required to develop its full amount of work, itssurplus force can be used to create reserved pressure, and the force sostored can be used when extra work has to be performed by the engine.

In the annexed drawings, Figure I is a side elevationof my improvedcaloric-engine. Fi 2 is an elevation at right angles to Fig. l, and Fig.3 is a plan.

a is the retort, formed of fire-brick, and surrounded by an annularair-space,a,into which a portion ofthe air from the air-pumps b b isdelivered by means of the pipes l1 b and the central pipe, c. The pipe chas two branches, c c`, leading, respectively, to the annular space aand to the top a2 of the retort c, the proportion of l air passingthrough each branch being regulated by the hollow cylindrical valve d,.operated by the governor c, as shown in Fig. 1. The air which passesthrough c and around the air-space a descends to beneath the fireplaceofthe retort and passes through the fuel. The air that is deliveredthrough the` branch c is conducted to the upper part ofthe retort, whereit enters into combination with the earbonic oxide, as alreadyexplained. The heated high-pressure gas is admitted from the retort tothe working-cylinders ffby the valves g g,

operated from the crank-shaft, and escapes by means ofthe exhaust-valvesff, operated in a similar manner to the valves g g. The hollowcylindrical valve d is so arranged with respect to the branches c( c'lthat when the engine slackens speed and the governor falls the saidvalve is raised, thus allowing a greater proportion ofthe air to passthrough c into the airspace a and up through the incandescent fuel, atthe same time allowing a smaller proportion of air to pass lthrough c2to the combustioirchamber. Thus the consumption of fuel is regulated inproportion to the amount of power given out by the engine. As theatmospheric air from the pumps b b is forced through the pipes b/ Z1 andc to the retort a it is caused to pass through a space or chamber,(shown in section, Fig. 4, and in plan,v Fig. 5,) formed around andabout each of the valves g, so as to take up and utilize a portion oftheheat evolved by t-he hot air (on its way to the cylinders ff) beingsuddenly stopped by the closing of the said valves. In the figures thecourse ofthe heated air is shown by thick arrows and the course ofthecool air by thin arrows. Excessive heating of the said valves f/ g is bythe just-described arrangement prevented.

Fig. 6 is a side elevation, Fig. 7 an end elevation, and Fig. S a plan,ofthe valve-motion, by which the admission of hot air from the retort tothe worki11g-cylinders ff is automatically regulated and cut off by theaction ofthe governor. There is a separate arrangement for eachcylinder, both being controlled by the same governor. As the twoarrangements are identical, the same description will apply to each.

' 71r is a bar, pivoted at one end to the link l1', and at the other endto the lever hwhich opcrates the valve-spindle i. In the bar h therelslides la moving piece, j, connected by levers and links to the governorand bearing against a supporting-piece, h", onthe bar l1. The slidingpiece 7' is connected to the link j by a screw-connection, ji, foradjusting its length. By this device the point of maximum of cutoff canbe regulated. As the crank-shaft revolves in the direction ofthe arrowit carries round with it the cam or tappet k, which, coming against thesliding piece j, moves the bar 71 and operates the valve-spindle fi. Ifthe speed ofthe engine be increased, the governor lifts the slidingpiecej, so that the cam or tap` pet k leaves it sooner and allows thevalvespindle t' to descend andthe inlet-valveto close and cut off theiiow of hot air to the cyliiuler at an earlier point ofthe stroke.

' The handle l is provided for the purpose ol' stopping the engine. Itis pivoted loosely on the shaft or spindle in, and when lifted it raisesboth piecesj clear ofthe cam or tappets 7- by means of the bar orspindle u.

This

spindle rests upon the lever I, and is carried in two arms, n n2,pivoted loosely on the shaft m. It projects at each end underneath thearms m/ l1n2 in such way that when raised it also IOC) IIO

o j, the clutch-levers r which works the valve-spindle i.

raises the said arms, and with them the sliding piece j. The lever m3 iskeyed on the rockshaft m, and moves it in accordance with the rise andfall of the governor-arms. The levers m* are also keyed to the sameshaft, and transmit its motion to the levers m m2, which are connectedby the links j j to the sliding The effect of this arrangement is thatwhen it is desired to raise the sliding pieces by the hand-lever thiscan be done without any alteration in position of the governor-balls,since the levers on m2 are free to be moved away from the levers mt.

In. order to start the engine it is necessary to open the inlet-valve ofone ofthe cylinders, and for this purpose the hand-lever 0 is provided.It works loosely 011 the shaft p, and is capable of being slid along it,so that it can be made to actuate either valve-rod or fi. through thelink or lever 71.', sliding bar h and lever h2, and one of theprojecting pieces 002. llhe reversing arrangement is shown separatelyfor the sake of elearness in front eleva'- tion in Fig. 9, in endelevation in Fig. l0, and in plan in Fig. Il. In these figures the gov-`ernor and the mechanism for effecting the automatic cut-off' areomitted. The cams or tappets 7.1 7c are carried by sliding pieces r onthe crank-shaft. Each sliding piece is connected to the shaft by afeather-key, and is provided with a groove into which twoclutch-fingers, .forming part of a clutch-lever, r2, project. Theclutch-levers are connected to the handle q, and if the handle be movedout of its midposition the sliding pieces r are carried along the shaftin thesame direction, so that one set of their tappets, k 7.',- comeinto gear with the pieces j on the bars or levers 11, thus operating thevalve-spindles z' z" at such times that the engine is caused to turn inone direction. If the handle q be moved in the other direction, thesliding pieces will be moved so that the other set of tappets, k 7u',are brought into gear with the pieeej. 1

In order that the clutch-levers r2 may be operated by one handle, q, andat the same time be allowed to give in case the tappets k do not both atthe same time, through different positions of the said cams, engage withthe pieces are connected to the shaft t by means of collars carriedloosely on the said shaft, against which the springs s s bear, and whichare pivoted to the forked levers r2. To obviate or lessen the noiseoccurring on the closing of the valves g, a cylinder, y?, (shown insection, Fig. 12, and in plan, Fig. 13,) fixed to the valve-casing, isfitted with a plunger, y, connected to the rocking lever Il?,

In the plunger y is a valve, r/, opening inward, so that as the plungerrises when the valve g is opened air rushes in beneath the plunger. As.the rocking lever h2 isdepressed so as to close the valve y, it alsoforces down the plunger g, thus compressing `the air beneath it, whichescapes up the aperture g5. This air acts as a cushion and offers thenecessary resistance just before l the actual closing of thevalvecentral, and so canting the valve,

g, thuspreventing it from forcibly striking its seating. The amount ofresistance offered by the air to the plunger may be varied by increasingor di minishing the size of the escape-aperture (f". This form of valvemechanism I do not, however, claim in the present application.

ai, Fig. l, is a fuel-chamber fixed to the top ofthe retort a, wherebyfuel is fed to the retort by means of a valve, a. Shown in section inFig. 14.) To insure the tight fitting or closing of this valve againstits seating, so as to prevent the escape of hot air from the retort intothe fuel-chamber, owing to the supporting-chain a* not being at alltimes perfectly the said valve is formed of a combined eonical'andpartiallyspherical shape, such that while the upper or eonicalpartaffords the facilities for distributing the fuel upon the fire andpreventing the accumulation of dust or pieces of fuel, likely tointerfere with its cal part prevents the escape of hot air, as beforementioned. On stopping the engine its momentum can be expended inforcing air from the pump into the retort or into a separate re` ceiver,or a separate pump, fu, Fig. 1, may bc worked from the crank-shaft andforce air into a receiver, w, connected by a valve, m, to the retort.The accumulated pressure of the air in the receiver 1U may be directedinto the ireplace of the retort on again starting the engine, or directto the cylinder. In the ease of tramway-engines and the like theresistance offered,

by the pump in accumulating the said pressure may act as a brake to stopthe vehicle.

That I claim isl. The air-inletvalve surroundedby the air passage orchamber, whereby the excessive heating of the said valve is prevented,substantially as described.

2. In a caloric-engine, the combination of a sliding or movable piece,an adjustable link, and a revolving cam or tappet, for the purpose offixing or adjusting the point of maximum or latest cut-off of the motivefluid `to the working-cylinder, substantially as described.

3. In a calorie-engine, the combination of a sliding-0r movable piece,normally subject to closing, the lower or spheri IOO IIO

the action of a cam or tappet, for the purpose of operating theinlet-valve of the cylinder, and mechanism whereby the said piece may bewithdrawn from the action ofthe said cam or tappet to stop the engine,substantially as described.

. 4. In a caloric-engine, the combination of a sliding or movable piece,j, a cam or tappet, k, a link, `7, a bar, n, a shaft, m, anda handle, Z,substantially as and for the purposes described.

5. In a caloric-engine, the combination of a movable piece and two camsor tappets carried on one sliding piece, one of the said cams or tappetsbeing arranged in the right position for the forward motion of theengine and one in the right position for the backward motion of theengine, and the whole being so arranged that either of the said cams ortappets can be set so as to act upon the movable piece7 or that both canbe set clear of it, substantially as described.

G. In a caloric-engine, the combination oi' two cams or tappets7 k k,set one for forward motion and one for backward motion, sliding piece j,carrying said tappefs7 movable piece j, clutch-lever 1*', and handle q7substantially as described.

7. In a caloric-engine7 the combination of a cam or tappet7 a sliding ormovable piece, a lever operated by the motion of the said piece, anairinlet valve controlling the iloW of Huid to the Working-cylinder, andan air-.cushion for modifying the closing ot' the valve7 substantiallyas described.

8. The combination of the retort a, provided with a top, ci, the centralpipe, c, and branch pipes c and ci, the valve d, and the governor7substantially as described.

9. In a caloric-engine7 a receiver into which air is' delivered by apump at such times as the full power of the engine is not required to beexerted on the external Work, or when the engine is driven by its ownmomentum or by an external force, substantially as described.

10. In a caloric-engine, the combination oi' a retort7 an airinlet valvesurrounded by an air-passage for the circulation of cold air7 andoperated by a sliding or movable piece under the action of a cam ortappet, its closing being retarded or modified by an air-cushion, aWorking cylinder or cylinders7 and a pump7 substantially as described.

JOHN BUC/KETTE.

lVitnesses F. J. BROUGHAM,

J. G. Sroirns, p

. Both of 7 Whitehall Place, London.

